Locomotive



May 8, 1923. 1,454,161

M. J. FURLONG LocoMo'nvE Filed May 5, 1920' 4 sheets sheet 1 INVENTOR TT RNEY May 8, 1923.

M. J. FURLONG LOCOMOTIVE Fiied May 5, I920 4 snags-she 2 INVENTOR Z E Alert 2'17- May 8, 1923. 1,454,161

M. J. FURLONG LOCOMOTIVB Filed May 3, 19 20 4 Sheets-Sheet 3 lNVENTOR Martin fill-Yang Patented May 8, 1923.

UNITE STA IKEAR'IIN J. FURLONG, 0F HOUSTON, TEXAS.

I LOCOMOTIVE.

Application filed May 3,

To all whom it may concern:

Be it known that I; MARTIN J. FUnLoNs,

citizen of the United States, residing at Houston, in the county of Harris and State of Texas, have invented certain new and useful Improvements in a Locomotive, of which the following is a specification.

This invention relates to new and useful improvements in a locomotive.

One object of theinvention is to provide, in a locomotive, a water heater whereby the water to be used in the boiler may be first heated by the exhaust steam before it is sent to the boiler.

Another object of the invention is to provide in a locomotive, a water heater, which is attached to the front; end' door so that when the door swings open the heater is carried out of the way to permit access to the interior of the front end of the locomotive for repairs and the like. Another object of the invention is to provide-a draft controlling damper which is operated automatically to control the draft, said damper being arranged to be also operated manually.

A still further feature of the invention resides in the provision of a supplemental means for creating additional draft through the smoke stack of the locomotive.

lVith the above and other'objects in view, the invention has particular relation to certain novel features of construction, operation and arrangement of parts, an example of which is given in this specification and illustrated in the accompanying drawings wherein Figure 1 is a vertical, sectional view of the front end of locomotive. s

Figure 2 is a transverse, sectional view taken on the line 2-2 of Figure 1.

Figure 3 shows'a side view of the damper controlling mechanism.

Figure 4: is a vertical, sectional view taken on the line l4: of Figure 1. r

Figures 5, 6 and 7 show enlarged fragmentary sectional view of the damper, shown in the various positions it will occupyrelative to the front end partition'plate. I

Figure 8 is a fragmentary elevational view illustrating an ogranized view of the damper controlling cylinder and the mechanism associated therewith.

' Referring now more particularly to the drawings wherein like numerals of reference designate similar parts in each of the Fig ures, the numeral 1 designates as a whole,

1920. Serial No. 378,632.

the boiler shell. ofthe locomotive, the nu meral 2 refers to the front end of thelocomotive, the numeral 3 designates the smoke stack secured to the front end of. theshell andleading upwardly therefrom, the numeral l designates the manhole at the side of the front end through which workmen may enter said front end, the numeral. '5

designates the front end door. Secured to the inner, side of this door there is a water heater 6. through the pipe 8, and after being heated passes out through the pipe 9and is conveyed to the boiler. The exhaust steam passes through the exhaust pipe 10 which leads through the heater and passes out. through the discharge pipe 12 and is exhausted upwardly into the smoke stack 8. The. heater. has a drain pipe 13' connected thereto Cold water enters the heater through which condensed water may be.

drained off. A blower pipe leis anchored to the exhaust. pipe-10 and projects upinto the smoke stack. A- steam pipe 15 is con nected to the blower pipe through which steam may be exhausted through the blower pipe to increase the draft through the smoke stack if desired.

The numeral 16 designates the front tube sheet in which the front ends of the upper boiler tubes-17 and the lower boiler tubes 18 are anchored. f Anchored in the front end of the boiler there is a front endpartition plate 19 which is located behind the smoke stack and spaced some distance in front of the front tube sheet 16, forming between said partition plate and tube sheet, a super heater box 20. The bottom" of this super her there is a superheater header 23, and connected to it are the coil units 24-, which are coiled in respective tubes 17 and le'ading from this header is the steam pipe 23 which leads to the engine cylinders. tition 21 is located beneath the tubes17 and above the tubes 18 so that the draft passing through the tubes 17 from the fire box (not The par shown) will enter the super heater chamber passing through the tubes .18 from said fire and .will heat. the coils 24' and the draft box will enter the front end chamber. 22.

The front end partition plate isprovided,

abovethe partition 21, with long transverse draft outlets 25 and the said partition is provided with similar draft outlets 26, the outlets 26 being; considerably wider, about twice as Wide, as the outlets 25. In front of the front end partition plate there is a vertically movable damper plate 2? having the transverse draft outlet openings 28 adapted to be brought into and out of registration with the corresponding openings and. 26. Botatably mounted in suitable bearings 29, 29 and 30, carried by the sides of the shell 1 are the upper and losver'shafts 31 and 32. These shafts are located in front of the partition plate 19 and they have the rearwardly projecting arms 33, 33 and 34-, 34% which areconnected by the respective links 35, 35, whose ents are pivoted to said rcs 'icctive arms. These arms project rearwardly through alignec vertical slots in the damper plate 27 and the front end partition plate 19 and they sustain and actuate th d er plate. As the shaft 31 is rotated back and forth the damper plate 27 moved"correspondingly up and down and the outlet openings 28 are thereby brought into and out of registration with the corresponding openings 25 and 26.

Loosely mounted upon one end of the shaft 31 there is a supporting plate 33 and a link 34 is pivoted at one end to the upper end of this plate. The other end of this link is pivoted to the manual lever located within the cab, (not shown) and within reach of the engineer, This manual lever is arranged to be locked in any fixed position through the usual rack-and-dog arrangement'36 so as to hold the supportii'igy plate 33 normally in fixed position. Fixed upon the corresponding end of the shaft 31 adjacent the plate 33 there is an arm 37 which upstands therefrom and this arm works between the stops 38,38 which projectout from the side of the plate 33 and are spaced apart and which limit the range of the movement of the arm 37. The upper end ofthe plate 33 has a small steam cylinder .39 formed integrally therewith in which the piston 10 works. A piston red at]. is pivoted at one end to the piston and at its other end to the upper end of the arm 37. A steam pipe 42 is provided which is anchored to the side of the shell by means of the clamp 42 and through this pipe steam is admitted which enters the cylinder 39, behind the piston through the pipes {l3 and 4A which are connected by means of a .slip joint.

' When the locomotive is running, steam admitted through the pipes 42, 41.3 and a4: forces'athe piston 40 forwardly and holds the arm 37 in forward position as shown in Figure The shaft 31 is thereby rotatet so as to elevate the ends of the arms'33 and 34 which holds the damper plate 27 in elevated position, thus holding the draft openings'25,128 in alignment and'permitting the draft through the fiues 17 to pass freely through the superheater chamber into the front end of the boiler and to be exhausted through the smoke stack 3, said draft being induced. by the discharge ,of the steam through the disharge pipe 12. The draft openings and 28 are also now in alignment and a draft is induced through the tubes 18 which passes through the front end chamber 22 and up through the front end of the locomotive. The movement of the manual lever limits the range of elevation of said damper plate 27 so as to hold it fully or only partially elevated and thereby the draft outlet openings may be partially restricted as desired so as to limit the draft tl'u'ough said openings to obtain best results. The damper controllingcylinder 39 and engine cylinders receive their steam by the opening of'the engine throttle, whereby when the steam is shut off from the engine cylinders, the steam is also shutoff from the damper controlling cylinder which will then permit the damper plate 27 to descend by gravity and close the'draft opening's 25, This will stop the Passage of the draft from the fire box'through the tubes 17 and will prevent the coils 2 f from becoming too hot and burning out when no steam is passed through them and the draft will then all pass through the tubes 18 and through the draft openings 26. 011 account of the width of the openings 26 they will not be closed inasmuch as the arm 3-? will have contacted against the stop 38 which operates to lock the damper plate 27 in the position indicated in Figure ,6, thus closing the draft openings 25 but leaving the draft openings 26 open.

When the locomotive is not running, the manual lever 35 may be released and pulled rearwardly which will operate to Withdraw the supporting plate 33 rearwardly withdrawing the stop 38 back with the arm' 37, thus permitting the damper 27 to further descend. into the position indicated in Figure 7, thus completely closing the draft outlets 25 and 26 and cutting on? the draft from .the fire box. This will operate to retain, the

heat and prevent thewaste of fuel. This means of regulating the draft therefore prevents the unnecessary escape of heat from the fire box and serves to greatly economize fuel and at the same time to permitfan unrestricted draft through the tubes 17 and 18 when the same is required.

What I claim is:

1. In a locomotive, a super heaterchamher, a front end chamber, a partition plate arranged in front of said chamber and'pro vided with draft outlets, a movable damper plate arranged adjacent the partition plate and provided with openingsfopposite each of said chambers, means for autoijnatica'lly actuating the damper plate, and means an manually limiting the range of movement a partition plate, spaced in front of the tube sheet, a transverse partition dividing said space into a super heater chamber above and a front end chamber beneath, said partition plate having outlets opposite the upper chamber and Wider outlets opposite the loWer chamber, a damper plate arranged adjacent said partition plate and provided with uniform draft openings, means actuted by steam pressure and provided to move said damper plate in one direction to bring the openings therein into registration with said outlets, said damper plate being arranged to be moved in the other direction by gravity when the steam pressure is released to close said outlets opposite the super heater chamber, a stop for limiting the movement of the damper plate in said last mentioned direction, and manual means for adjusting said stop to, extend the range of movement of said plate in said last mentioned direction, to also close the outlets opposite the front end chamber.

3, In a locomotive, a front tube sheet to transverse partition being Wider than those above it, a damper plate adjacent the partition plate and provided With uniform draft openings, means for automatically actuating the damper plate in one direction and Which permit the movement of the same, by gravity, in other direction, manual means for limiting the I range of movement of said damper plate, and means for locking said automatic actuating means against movement.

and some above, said outlets below said transverse partition being Wider than those above it, a damper plate adjacent the parti-' 4. In a locomotive, a front tube sheet to, support the front ends of the boiler tubes, a partition plate spaced in front of the tube tion plate and provided With uniform draft openings, means for actuating the damper plate in one direction and Which permit the movement of the same, by gravity, in the other direction, means for limiting the range of movement of said damperfplate in .said 1 last mentioned direction, to effect the closing of the upper outlets, the lower outlets remaining open and manual means provided to control the position of said limiting means and through which the damper plate is given a greater range of movement in said last mentioned direction, whereby all of said outlets are closed.

In testimony Whereof'I have signedmy" name to this specification.

MARTIN J. FURLONG. 

